Improvement in paper-rag engines



v Y ,vv-2`shee1S1-Shet2. N. TAYLR'JL J. W BRIGHTMN.'

lmprovemer in Paper Rag Engines.

Noi 120,837. Famed Nw. 14,187.1.

nummm UNITEE STnTEs PnTEiTT @Enron NEWTON W. TAYLOR AND JOSEPH WT.BRIGHTMAN, OF CLEVELAND, OHIO.

IMPROVEMENT IN PAPER-RAG ENGENES.

Specification forming part of Letters Patent No'. 120,837, datedNovember 14, 1871.

To all whom it may concern:

Be it known that we, NEWTON W. TAYLOR and J osEPH W. BRlGHTMAN, ofCleveland, in the county of Cuyahoga and State of Ohio, have invented acertain new and Improved Paper-Rag Engine; and we do hereby declare thatthe following is a full, clear, and complete description thereof,reference being had to the accompanying drawing making part of thesaine.

Figure lis a side elevation of the paper-rag engine. Fig. 2 is a planview. Fig. 3 is a detached section. Fig. 4 is an end view of Fig. 3.Fig. 5 is a longitudinal section. Fig. 6 is a transverse section.

Like letters of reference denote like parts in the different views.

This invention has for its object the construction of the roller of apaper-rag engine. Said roller is made to consist of a cast-iron cylinderor shell in which the y-bars are secured by casting the metal of thecylinder around them. It also has for its object the construction of thebed of the engine, and which consists of a cast-iron bed-plate, havingtherein secured the bars by casting the metal of said bed-plate aroundthem. It furthermore has for its object a device where' by said bed issecured in place under the roller, and which, when worn out, can beremoved to give place to a new one; all of which is hereinafter morefully described and set forth.

In the drawing, A represents the pulp-tub, in which the rollerand bed ofthe engine are placed, and of which B is the roller mounted upon theshaft C, whereby it `is driven 5 and D, the bed upon which the rollerruns when cutting the pulp. Said roller consists of a hollow cast-ironcylinder or shell, E, Fig. 5, having in each of its two heads a holeJfor the admission of the shaft C. In the face of the shell andlengthwise therewith are secured the corrugated bars F. Said barsconsist of thin plates of steel of a uniform thickness and width, and ofa length equal to that ofthe shell, in the face of which they aresecured by arranging them in the mold, in which the shell or cylinder iscast, and the melted metal allowed to run in between the bars. By thismeans the lower edge of each plate or bar is buried in the face of theroll or shell to a depth sufficient to secure them thereto in a strongand permanent manner, as shawn in Fig. 6. The usual Way of constructingrag-engine rolls is as follows: A-pair of disks of the proper diameterfor the heads of the roll are secured to a shaft. A third disk issecured to the shaft between them as a central support to the bars. Onthe inside of the edge of each head or disk are cut radial grooves, inwhich are inserted the ends of the bars which are thereby held in aradial position. Said bars are prevented from falling from the groovesby the application of a band of `ironshrnnk on the periphery of theheads of the roll, and which bands are made to project inwardly so faras to embrace a part of the ends ofthe bars, a square notch being out inthe end of each bar for the admission ofthe band, thereby holding themin the grooves by a section of their lower edge below the notch. Thesebars are straight; hence, in order to give them sufficient strength toresist being torn from the heads and from being bent from a radialposition, they are made thicker at the lower edge than at the upper-thatis to say, each bar, when viewed endwise, is of the shape of a thinwedge, and to prevent them, as above said, from being bent from a radialposition, the spaces between the series of bars are iilled with wood. Aroll thus constructed is seriously objectionable for the reason that inconsequence of the bars being so thick at the lower edge the upper edgeon wearing down becomes too thick for good service, and therefore theyrequire to be thinned by planing down the side to a thin edge. This is awork of much labor and expense, and during the operation of thinningdown the bars the engine lies idle. Another objection is that, for thereason of the bars of the roller being straight and the bars of the bedon which it rolls being made corrugated, the straight rollerbars wearirregularly, so that the work of the engine is not well and effectuallydone. These objections are avoided by the use of our roll, as the barsare of a uniform thickness; they become no thicker by wearing down, evento the face of the shell; hence, they require no retting or thinning tokeep them in good working condition. The bars, in consequence of beingcorrugated, require no filling between them to prevent them frombecoming bent from a radial position, as the angles of the corrugationsserve as braces for supporting the radial projections, also, inconsequence of the corrugated shape of the bars they do not wearunevenly, in consequence of their contact with the corrugated bars ofthe bed O11 which they roll.

A further improvement, as aforesaid, con sists in the construction ofthe bed of the engine, and which is as' follows: In Fig. 4, G representsthe bed-plate, in which the bars H are secured. Said bed-plate is ofcast-iron, having secured therein the bars, which are corrugated thinplates of steel of a uniform thickness and width, and of a length tocorrespond with the length of the cylinder or roller B. The bars aresecured in the bed-plate during the time of casting said plate, the barsbeing arranged in order in the mold for the bed-plate, and the meltedmetal therefor allowed to run between them. In this way the lower edgeof the bars are embedded in the metal of the plate sufficiently deep tohold them in a vertical position, as shown in Fig. 4. rlhe angular shapeof the bars prevent them from being bent from a vertical line; hence nofilling is required between them in order to support them in a verticalposition.

Bed-plates are usually constructed as follows: A number of plates orbars of the proper width and length are placed side by side and thensecured to each other by means of bolts passing through them. These barsform the bed of the engine, or that part thereof immediately under theroller. A bed thus made is objectionable for the reason that when all ofthat part of the bars above the bolts is worn away that part in andabout the bolts, and below them, and which constitutes a large portionof the bars, is thrown away; hence -such beds become expensive, for anentire new bed must replace the old one, which requires much time andlabor to remove the 011e a-nd properly lit in the other. To avoid thistrouble and expense we make our enginebed as above described,which, aswill be observed, requires no bolts to bind them together; land inasmuchas but a small port-ion of the edge of the bars are buried in thecast-iron bed-plate therefore but a little part of the bars is lost whenthey are worn down to the face of the plate, and which is then quicklyand easily removed for the replacing of it by anew one. The bed issecured under the roller by means of a shoe, I, Fig. l, an @11d view ofwhich is shown in Fig. 4. Said shoe C011sists of a bottom plate, havingtwo up-turned Sides, K, with an open top and ends. Along the inner edgeof each of the sides is a cleat or rib, a, of a triangular shape whenviewed endwise, as shown in Fig. 4. Transversely on each end of theunder side of the bed is cast a dovetailed rib,

L, which is made to flt correspondingly the cleats a of the shoe, intowhich the bed is slid, as shown in Fig. 4. in which it will be seen thatthe under side of the bed rests upon the edges of the sides K, and whichis secured frombeing lifted upward by the transverse ribs L and the ribsa, which have a dovetailed relation to each other, as shown in said Fig.4.

By securing the bed under the roll in this way it can be easily removedwhen the bed shall have become worn out and a new one replaced, therebysaving much time, labor, and expense in replacing the machine.

Ve do not confine ourselves to the use of corrugated bars as hereinshown, as we contemplate using straight ones, as bars of differentangles or forms from those herein specified, but secured to the cylinderor shell in the same way as the bars hereinbefore described. The bars inthe bedplate may be arranged with their angle reversely to each other,either singly or in a series of reverse relations.

What we claim as our invention, and desire to secure by Letters Patent,is-

1. The herein-described paper-rag-engine roller, consisting of thecast-iron cylinder or shell E, having bars F secured thereto byarranging said bars in the mold in which said cylinder is cast, and themetal thereof allowed to run between the bars, whereby their edgebecomes embedded in the face of the cylinder, substantially as and forthe purpose set forth.

2. The -herein-described bed for a paper-rag engine, consisting of thecast-iron bed-plate.or piece G, having corrugated bars H of a uniformthickness secured thereto by arranging said bars in the mold in whichsaid bed-plate is cast and the metal allowed to run between the bars,whereby their edge becomes embedded in the bed-plate, substantially asand for the purpose specified.

3. The shoeI, constructed with sides K and cleats a, in combination withthe bed-plate Gr, substantially in the manner as and for the purpose setforth.

NEWTON W. TAYLOR. JOSEPH W. BRIGHTMAN.

L Witnesses:

W. H. BURRIDGE,

J. H. BURRmGE. (108)

